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An LS2 corvette is a very, very capable car. Quick in stock form and this example is modified with headers, intake, full exhaust, and putting down 390 whp on a Mustang dyno. The E46 M3 is running a Gintani Stage II SC at 10 psi with meth, it puts down 485 whp. It is making almost 100 whp more than the Vette, but we are a bit surprised is pulls so easily right away. This really wasn't much of a race and shows how strong the E46 M3 can be when boosted.

Do you think the gap in performance in rolls between these two cars would be closer if they were starting off in 2nd gear? With F/I the E46 can find more usable power in higher gears.

I think with how quickly and decisively the E46 M3 pulls, it really wouldn't matter what gear if they are going from a roll. The power disparity is simply too great but I expected with this being a centrifugal that it would take longer for the M3 to show its greater power up top.

Originally Posted by Sonny

Also, what are the weights of each cars? If there is no weight reduction on the E46, it would be a little heavier than stock because of the blower and ATA intercooler (if it has one).

I think with how quickly and decisively the E46 M3 pulls, it really wouldn't matter what gear if they are going from a roll. The power disparity is simply too great but I expected with this being a centrifugal that it would take longer for the M3 to show its greater power up top.

The C6 should be around 200 pounds lighter if I recall correctly.

Yeah, I figured the Vette would be a lighter. One thing I really like about the LS motors is the similarity of torque to hp. I love that in an engine-- hence my love for the M156.

I had a L99, which is an LS3 with a different cam and VVT. It made 410 btq and 400 bhp.

I installed a Vortech V3 Si centri on it. It's true the power definitely comes in up higher, compared to the same motor with a twin screw on it. But, in a roll, if you get the hit from the sweet spot in the rpms, the car doesn't really lag. And then, when it's changing gears it's already in the sweetspot for the rest of the run.

My last car also had a water-to-air heat exchanger up front. I had a twin screw on top of the motor.

The difference between our cooling designs, though, was my top mount aslo had intercoolers I believe under the blower's rotors? I'm not 100% sure on that. The intercooler blocks could have been on top of the rotors. It was a Kenne Bell.

I'll admit, I'm confused on this topic. Just trying to better understand the cooling design of the E46 supercharger system.

My last car also had a water-to-air heat exchanger up front. I had a twin screw on top of the motor.

The difference between our cooling designs, though, was my top mount aslo had intercoolers I believe under the blower's rotors? I'm not 100% sure on that. The intercooler blocks could have been on top of the rotors. It was a Kenne Bell.

I'll admit, I'm confused on this topic. Just trying to better understand the cooling design of the E46 supercharger system.

Thanks for the feedback.

There is a core inside the manifold. It runs liquid through it which is cooled by the heat exchanger in the from on the car. The air is cooled by the liquid in the core in the manifold.